Door lock



KLUM June 1929,

OOR LOC Original Filed Jan. 11, 1922 2 Sheets-Sheet INVENTOR TORNEY;

J1me 1929- c. KLUMPP DOOR LOCK Original Filed Jan. 11. 1922 2 Sheets-Sheet INVENTOR 6:! 51M 7',

ATTORNEY r Patented June 4, 1929.

PATENT OFFICE.

CARL sjkLUMrr, or BROOKLYN, NEW YORK.

DOOR LOOK.

Original application filed January 11, 1922, Serial No. 528,473, Patent No. 1,636,746, dated July 26, 1927. Divided and this application filed January 15, 1927. Serial No. 161,253.

This application is a division of my copending application Serial No. 528,473, filed January 11, 1922, for door control system issued as Patent No. 1,636,746, July 26, 1927.

This invention relates to a safety remote control and locking system for doors or gates, particularly those on rapid transit electric cars or other public utility vehicles, and has for its object: first, the provision of a locking system controlled and operated independently of the door operating andcontrol system whereby the doors when closed are locked in that position and are secured against accidental opening due to the inadvertent manipulation of the operators door opening controls or by any failure or derangement of the electrical or the mechanical devices of the door opening circuits or mechanisms and.

preferably having indicating means operating in conjunction with the locking system to show the locked or unlocked condition of the doors; second, the provision of a simple and effective door locking device which automatically operates upon closure of the door to lock it in its closed position and which must be positively actuated before it is possible to open the door. 7

To this end, locking devices are afiixed adjacent to one or more doors and are provided with associated devices for selective actuation thereof and for operating the indicating means. The indicating means operated by these devices ma Y be located in a motorman s or engineers ca or at the guards position and at such other positions on the car, train or vehicle as will best serve to indicate to those in charge of the doors the locked or unlocked condition of any or all car doors. One embodiment of the locking device which has been found to be particularly effective and which is readily adapted for use in conjunction with the electro-pneumatio door opening and closing controls now in general use comprises a pivoted latch or bolt or other member positively retained, which is adapted to lock and hold the door in its closed position until a retaining latch is released. Other forms of the locking device may be employed which may omit the retaining latch or have other modifications which are suitable for the place or position in which they are used.

The control system for the locking device operates the locking device independently of the door opening and closing system and requires the operator to manipulate the locking control before the door opening control or to manipulate the combined control according to a predetermined selective program. In order that the locked or unlocked condition of the doors may be indicated to the operator or others, a system of electric signals may be employed which are controlled by means associated with the locks. In this way, the operator or motorman or both are informed whether or not the door or doors are actually locked or unlocked rather than merely closed or open.

In accordance with the invention, the door operating mechanism and the locking mechanism may be either electrically, mechanically or pneumatically controlled or operated by independent systems, or one may be controlled by one form of these energies and operated by another and vice versa or any other independent actuating means or combination of actuating means may be employed.

Heretofore, it has been the practice to utilize one control to both release the lockingdevice and open the doors of a car or the like. In some cases, movement of the opening means efiected the release of the locking means. The locking of doors has also been obtained by moving the door opening lever past dead center. All of these methods have been found to be exceedingly unsatisfactory in that they provide no positive system of locking and indicating the lockedcondition,

the control and operation of which was inde- I pendent of the door control and operating system. It was quite possible in these systems for passengers to intentionally or accidental- 1y manipulate the single control and cause the door or doors to open. Moreover, in some systems passengers could actually force the door open against the air pressure holding it or trip the small latch securing it and thus gain entrance after the doors were closed by the operator and when the car was ready to start.

It is often the case that doors become stuck in the closed position so that the door operating device does not exert suflicient force to open the door, but, however, exerts a constant force tending to open the door. When the train is in motion the jar of the car or the accidental jar by a passenger may so free the door that it Will slide open with attendant danger to passengers.

Leaky valves or pistons, failure by improper functioning of valves, derangement locking means and wherein the indication is automatically given of the locked or unlocked condition of the doors, ma be had by reference to the accompanying rawings and from the following description of the preferred embodiment of the invention. In these drawmgs:

Fig. '1 is a view of one form of the device as applied to a door and shows schematically the arrangement and relation of the door opening device, the locking means and the indicating means.

Fig. 2 is a sectional view of a preferred form of locking mechanism.

Fig. 3 is a view showing an arrangement of electric switches for the indicating means.

Fig. 4 illustrates a wiring diagram of the lock release mechanism, the guards indicating lights and the motormans indicating lights; and v Fig. 5 shows in detail different switch positions and circuits controlled thereby.

Referring to Fig. 1, a sliding car door 4 is shown with its pneumatically operated actuating cylinder 5, the operation of which is controlled by the electrically operated valve 6. The piston within the cylinder 5 operates the door 4 by means of the arm 2 and associated devices. The apparatus enclosed by the dotted line 7 comprises the locking and indicating device proper. The arm 8 is adapted to catch and hold the door as shown and a re taining lever 9 is adapted to be operated by the solenoid 10. The cam block 11, hearing switch contacts, is arranged at one end of the lever 9. The indicating lights, for example 12 and 13, are controlled by these switch contacts and are adapted to indicate to the guard or other train-man, the locked or un-locked condition of the doors, but additional lights and circuits may be provided for indications at other places if desired. The switch 15 con-' trols the opening and closing of the door and the switch 14, preferably a push button, con trols the unlocking of the door. These two controls are placedso as to be conveniently operated simultaneously or selectively with one hand and the indicating lights are placed so as to be easily visible to the guard. The

energy for the electrical circuits may be supplied from any convenient source.

The operation of the system shown in Fig.

1 is as follows: In order to open the door 4, which is shown in the closed position retained by the locking arm 8, the guard first operates the lock control switch 14. This energizes the solenoid 10 which actuatcs the lever 9 withdrawing it from its retaining position behind the arm 8 and at the same time changing the cam contacts to indicate the unlocked condition of the door. Whenthc lever 9 is withdrawn the latch 8 is held in position only by the spring 16. The guard now operates his door opening control 15 and the door in sliding open pushes the arm 8 out of its path. If a push button control is used at 14, the circuit for 10 will be broken automatically as soon as the push button is released, and to close and lock the door only the closing control switch 15 is manipulated. When the door is closed, the spring 16 automatically forces the arm 8 into position behind the door 4 and draws the retaining lever 9 into place behind the looking arm 8. Should the door opening control switch be operated without previonsly operating the lock. release switch, the door would be prevented from opening as it could not push the arm 8 out of its path, due to the interlocking action of the arm 8 with the retaining lever 9. A series circuit 18 includes a common wire 40 leading from a current source to a point intermediate lamps 12 and 13, a lamp 12, preferably green, the contacts 17 on the cam 11, wire 53, wire 54 and return wire 40. If only one look is used, the circuit will be completed through conductors 53 and 54 which would be connected together; ordinarily, however, more than one door is to be locked, and the conductors 53 and 54 lead to the locks on the other doors and include contacts such as 17 on each look so that the corresponding mechanism on all the doors will be in series. WVhen all doors are closed and locked all the contacts such as 17 will be closed by respective Wipers'55, the series circuit'18 will be complete and the lamp 12 will be lighted. It is to be noted that the circuit 18 is included in each of the door indicating systems and requires that all doors be locked before the circuit is complete because all the individual circuits 18 are in series. A multiple circuit 40 includes 40', a lamp 13, pref-, erably red, wire 40 and the contacts 19 on the cam 11 to return wire 40. A similar circuit is provided for each lock used and it is preferable for simplicity that all these multi le circuits 'include the same red lamp 13. hould any door or doors be open the lamp 13, preferably red, will be lighted due to its circuit being completed at 19. 1

The locking and switching device is best understood by reference to Fig. 2. The metal box or frame 7 supports and contains the entire device and is provided with lugs or holes 20 for attachment to the frame or other por tion of the car. The box structure is divided by a diagonal web 21 for reinforcement against great strain brought about by an attempt to open a locked door. The arm 8, suitably shaped, is mounted within the box 7 on a pivot 22 and extends through an opening 23 in the box into the path of the door which it is desired to lock. A roller 24 is journaled at the end of the arm 8 to insure easy operation when this arm is in contact with the door. In a part of this arm 8, is formed a notch 25 which serves to engage the end of the retaining lever 9 which is suitably shaped to enter the notch and prevent the retaining leverfrom being forced out of engagement with the arm 8 should the door tend to open while locked. A projection 26 is provided on the arm 8 to which a tension spring 16 is attached to force the locking arm 8 into position when the door is closed. The other end of this spring 16 is conveniently attached to the lever 9 and thus tends to keep this lever in position behind the notch 25 on the locking arm. The lever 9 continues past its pivot oint 27 and carries on its other extremity-t e insulated cam block 11, the surface of which is a cylinderthe axis of curvature ofwhich is at the pivotaxis 27. This shape insures a constant pressure of the brushes 28 against their contacts 31 on block 11. The brushes 28 are mounted on an insulating block 34 and are provided with means of connection to outside circuits. The plunger 35 is pivotally connected to the lever 9 and is adapted to be drawn within the solenoid 10 when said solenoid is energized by the operation of the looking control switch. The bushing 36 serves as a convenient means for introducing all electric circuit wires.

Outside of the box a pin 37 is attached by a chain or other means and is adapted to be inserted in the hole 38 drilled in the arm 8 just outside the containing box 7. The insertion of this pin renders the movement of the lock impossible by any means and serves to permanently lock improperly operating doors.

The proposed arrangement of brushes and contacts for the indicating device is shown in Fig. 3. Brushes 28, 29 and 30 areprovided and metal contacts 31, 32 and 33 are mounted on the insulating block 11 carried by the lever 9, as shown in Fig. 2; The brushes are mounted on an insulating block 34 and are provided with circuit connections.

The operation of this device is very simple since there are but two moving parts, the arm 8 and the lever 9. When the door is closed the spring 16 forces the arm 8 behind the door and if the solenoid 10 is not energized pulls the lever 9 into position behind the retaining slot 25, thus locking the door. To open the door the solenoid 10 is energized and draws the plunger 35 down thereby lifting the end of the lever 9 from behind the arm 8 and enabling the door, when actuated, to push the arm 8 out of its path. When the door is locked, the lever 9 is in such a position that the contact 31 will connect the 1 wipers 28 and complete any circuit in which they are connected, such as the indicating circuit 43 shown in Fig. 4. At the same time the contact 32 will complete a circuit (which may be circuit 18 of Fig. 4) through the wipers 29. When the door is unlocked, the contacts 31 and 32 are removed from their respective wipers and the circuits controlled thereby are opened. Simultaneously, however, the contact 33 engages the wipers 30 and completes any circuit in which they are iFncluged, as, for example, the circuit 40 of A six doorcar installation of a locking and indicating system with fi've different circuits is diagrammatically shown in Fig. 4. These circuits are conveniently referred to as the red light or danger circuit 40, the green light or clear circuit 18, the yellow light or caution circuit 42, the motormans circuit 43 and the solenoid circuit 44. For convenience all circuits are grounded and are energized by the same sources. The contact cams 11, which are operated by the lock releasing solenoids 10, are shown in the locked position. It is preferred that the lamps 12, 13 and 45 shall be green, red and yellow, respectively. The motormans lamp 46 may be of any color. The motormans circuit 43 is carried through the whole train by the jumper terminals 47, making his proceed indication dependent upon the locking of all the doors of the train, as will be hereinafter described. Four lock control switches 14 are provided for each end of the car and each, guard'may control two center doors as well as two end doors.

In order to simplify the drawing, the door opening system has been omitted, but as a typical installation at one door showing both the door operating means and the door locking means has been illustrated in Fig. 1 and inasmuch as the same reference characters are used throughout for similar parts, it is felt that the operation of the complete system will be clear even though the door opening system is omitted. Although the lock mechanism is represented diagrammatically, it is felt that it will be clearly understood by reference to the preceding figures and description.

Considering now the end A of the car, when the four doors controlled from that end are closed and locked the green light series circuit 18 is closed by contacts 32 in series and the lamps 12 at that end will be lighted. There are two of these series circuits arranged in parallel, one over each end 1 turn the contacts 32 on each of the doors 1?,

C, D and E and B, C, F and G and the green lamps 12 and are completed through the switches 52 to ground as shown, this being the negative terminal of the energy source.

As soon as anyone of said doors is unlocked,

' the series'circuit 18 is broken and the lamps dicatethe unlocked condition of any door, -amultiple circuit 40 is provided, whichin' eludes two feeders 57 and 59, the feeder 57 havingja tap 'for each lock except G and E and beingconnected to the ground through the red lamp l3, and the feeder 59 having a tap for eachofithe locks and including thev positive terminal of the energy source. lead 60 is brought to the locks G and E from the contact 61 on switch 52. The function of switch 52 will be explained in more particularity hereinafter, but for the present it is sufficient to say that in one position the contact 61 is connected to contact 62, thereby forming a complete circuit through the corresponding red lamp 13 to the ground It will be seen that bythi's arrangement if the two wires of at any lock are connected together, the circuit will be completed through the corresponding red lamp 13. The contact 33 on the cam block 11 is provided to complete this circuit whenever its door is unlocked.

In order to provide an indication for the motorman of the lockedcondition of all the doors, a separate circuit 43, which passes in turn through all the locks on all the doors, is

movement.

provided. Assuming that A is the head end of the train and the switch 48 atthatend is thrown so as to close cont'acts51, the circuit 43 through the motormans signal 46 will becompleted through the lead 58, which includes in order the contacts 31 in doors D, B, C, F and G. The contacts 31 of door E are not incircuit 43 of the end A- of the first car since the motor man controls the train at this point and the door is not used for passenger exchange Switches 48 at the ends of all of the other cars will be in position so that contacts 49 are connected together so that contacts 31 of all other doors E are in series with contacts 31 of doors B, C, D, F and G.

' The switch 48 at the ot her end of the car should be thrown so as to connect the terminals 49, which continues the circuit through the jumper 47, which is adapted to be connected to the next car, which is similarly arranged. The circuit then passes through all the other locks in a similar manner and at the rear end of the train the circuit is completed to the positive terminalof the energy source preferably through switch contacts 50' and 50, which are closed only when the rear signal lamp is properly mounted. The result is secured by arranging the contacts so that when the rear signal lamp always carried on the rear end of the last car is in place the contacts 50 and 50' are bridged. When all of extinguished. The switch 48 is provided to enable the car' to be used in any position in the train and to enable the motorman to operate his door without open-circuiting his indicating lamp 46. When the contacts 49 of this switch are connected the car may be used as a rear car or in an intermediate position, as the lead 58 is disconnected from the signal 46 and is connected to the lamp switch 50 andjumper terminals 47. When used as a rear car, the rear signal lamp as described must be mounted in order to close the switch contacts 50 and 50 which control the energy connections for the motormans signal circuit. Thus a positive indication is given to the motorman that the rear signal lamp is mounted. When used as an intermediate car, current is received and the motormans circuit established through the jumper terminal 47. When the switch 48 is thrown so as to connect the terminals 51, the lights 46 are in circuit and this end of the car may be used as the head end of the train.

The yellow light circuit 42 is provided so that the motorman may operate his door without confusing the guard on that car by lighting the red light. To this end the switch 52 which has been previously referred to, is provided, which has two positions. In one position the contacts 61 and 65 are connected to contacts 62 and 66 respectively, thereby closing the red'ligh't circuit .40 and the green light circuit 18 at the A end of the car, and

the'circuit through 63 and 64 is open, thereby dcenergizing the yellow light 45. In the other position the red and green light circuits 40 and 18 through the doors E, D, B and C are open and the yellow light circuit 42 is closed. When it is desired to exhibit yellow lamp 45, the switch 52, which is on the front end of the train, is thrown so that the yellow guard who under these conditions is at the 7 other end of the car. The yellow light circuit thus formed is as follows: from lower wire marked 56 through wire 59, to contact 33 on switch 11 of door E, wire 40 to contact 61 of switch 52, contact 64 and thence to ground through yellow lights 45 on the front or A end of the car. Should any other door be unlocked, the red light circuit 40 will be closed as usual and the guard may have a red light indication and a yellow light 1ndication. When all doors are locked except the motormans, the guard Will have a yellow light indication and a green light indication, which for the head car will signify the locked condition of all doors and will enable him to signal to proceed.

From the foregoing it will be understood that this system of door or gate control provides a simple and efficient means of eliminating the ever increasing danger due to accidental door opening. The system requires two separate yet simple operations to eflect the opening of the door and also provides an indicating system by which the guard can tell at a glance whether or not all doors are locked in the closed position. It is not intended, however, that the foregoing description of a specific embodiment is to at all limit the spirit or scope of this invention as 1t is apparent that due to the various types of cars and different conditions to be met, the arrangement of the door locking system .and the construction of the various parts may be modified accordingly.

I claim:

1. In a remotely controlled safety operating and locking system for doors and the like, a locking device comprising a uniting frame work forattaching the device, a pivoted locking arm bearing a roller on its extremity adapted to engage the object to be intercepted in its movement, a notch in this arm to permit the insertion of a pivoted retaining lever, an insulating block mounted on an extremity of said retaining lever, metal contacts mounted in said block and brushes in contact arm in the locked position and maintain said.

retaining lever in said notch.

2. A locking device comprising a united frame work for attaching the device, a pivoted locking arm bearing a roller on its extremity adapted to engage the object to be intercepted in its movement, a notch in this arm to permit the insertion of a pivoted retaining lever, an insulating block mounted on an extremity of said retaining lever, metal contacts mounted in said block and brushes in contact with said insulating block, means of electrical connection, a solenoid attached to said frame, a plunger in said solenoid pivoted to said retaining arm to remove said lever from engagement with said retaining notch, and a tension spring connecting said retaining arm and said locking arm to maintain said lock arm in the locked position and maintain said retaining lever in said notch.

3. A locking device comprising a supporting framework provided with means of attachment, a pivoted locking arm mounted thereon, adapted to engage the object to be intercepted and locked, means for holding sald arm in the locking position, means for releasing said arm to permit the movement of said ob]ect including a solenoid attached to the frame, and its cooperating plunger, an extension on said means for holding said means in locking position, a plurality of contacts on said extension and cooperating contact fingers on said framework whereby relative movement is secured between said contacts and fingers when said locking arm is released.

4. In a remotely controlled safetyoperating and locking system for doors and the like, the combination with a door and a lock therefor of means for operating the door, means for controlling the door operating means independently of the lock operating means, sald lock comprising a pivoted arm adapted to releasably engage said door, retaining means coacting with said arm to hold said arm in engagement with said door, .neans independent of the door operating means for withdrawing said retaining means to permit disengagement of said arm with said door, and indicating means operating in conjunction with said retaining means to indicate the position of said retaining means.

5. In a remotely controlled safety operating and locking system for doors and the like, the combination with a door and a lock therefor of means for operating the door, independent means for operating the lock, and means for controlling-the door operating means independently of the lock operating means, said lock comprising a pivoted arm adapted to releasably engage said door, a retaining arm adapted to coact with said pivoted arm to prevent free movement thereof, the position of said retaining arm bein controlled by the lock operating means, and means operated by saidretaining arm to indicate, the position thereof. i

6. In a remotely controlled safety operating and locking system for doors and the like, the combination with a door and a lock therefor ofmeans for operating the door independently, means for operating the lock, and means for controlling the door operating means. independently of the lock operating means, said lockcomprising a pivoted arm adapted to releasably engage said door, a retaining arm adapted to coact with said pivoted arm to prevent free movement thereof, the position of said retaining arm being controlled by the lock operating means, and means operated by said retaining arm to indicate the position thereof.

In testimony whereof I have hereunto set my hand on this 13th day of January, A. D.

CARL S. KLUMPP. 

